Aeroplane-control apparatus



- June l0, i930.

Filed July 22, 1929 2 Sheets-Sheet 1 June 10, 1930. A. B. wlLLETr AEROPLANE CONTROL APPARATUS Filed July 22, 1929 2 Sheets-Sheet 2 IN V EN TOR.'

A TTORNE YS.

spring 24 is compressed. herefore springs 21 and 24 bothv act to normally urge the frame toward a neutral position, and movements of the frame laterally of the fuselage, or in the direction of rod 14, tends to compress one or the other of springs 21 or 24.

The frame 10 supports certain parts of a control apparatus, and in Vfthe preferred embodiment of the invention these parts include a lever arm 31 which is associated with the universal joint 32. Arm 31 is moved by forces created according to the position of the aeroplane in flight, as for example by means of gravity acting upon a weight 33. Universal joint 32 can consist of'an outer ring 34 and an inner ring 36, which are pivotally connected along a horizontal axis, by means of pivot pins 37. Ring36 in turn is journaled 'upon a collar 38, as by means of ball bearings 39. The journaling of inner ring upon collar 38 is about a horizontal axis substantially at right angles to the pivotal axis of pins 37. In order to support the universal joint 32 upon the frame 10, a central frame rod or member 41 is provided, one end of this member being connected to the medial portion of rod 12, while the other end is connected to the junction between the two rods 11. As the frame is normally installed in an aeroplane, member 41 is in a substantially horizontal position and extends in the direction of normal flight. Collar 38 is slidably disposed upon member 41, as shown in Fig. 3, and relative rotation between the collar and member 41 is prevented by providing a key or setscrew 42, projecting into a groove 43 provided in member 41.

In order to provide means whereby the collar 38 and thev universal joint 32 can be shifted longitudinally of the aeroplane, or along the member 41, I have shown suitable means consisting of a gear 44, this gear being retained within a Ysuitable housing 46. Gear 44 is fixed to a suitable rotatable control shaft y 47, this shaft extending substantially later-V ally ofthe frame 10,7and laterally of the aeroplane. Gear 44 is adapted to operably engage with another gear 48, this latter gear being also journaled in housing 46 on an axis at substantially 90o to the axis of shaft 47. Gear 48 is internally threaded so as to engage a threaded rod 49. Collar 38 carries a depending member 51, to which one end of threaded rod 49 is secured. For manual rotation of control shaft 47, I have shown a suitable hand wheel'52. It is evident that upon rotation of the control shaft 47, gear 48 is rotated to projector retract threaded rod 49, and thus shift the position of collar 38 upon member 41. In order to provide additional support means for the frame 10, I have shown a support rod 53, one end of which is provided with a pivotal or ball and socket connection 54 with the lower portion of gear .housing 46. The lower end of this rod'is provided with a pivotal or ball and socket connection 56, with a fixed support 57. This fixed support corresponds to some xed part of the aeroplane fuselage.

For making connections between lever arm 31 and the surfaces of the aeroplane which control the aeroplane stability, I have shown an arm 58 fixed to the upper portion of ring 34. This arm has a fork 59 provided with a pivotal connection to a socket 60, which in turn carries an L-lever or arm 61. Pivotal connection between fork 59 and socket 60 can be formed by pivot pins 62, to permit lever 61 to swing about a horizontal axis. A socket 63 is carried by the outer end of lever 61 and this socket is adapted to lit over the upper end of the aeroplane control stick, such as is commonly used in aeroplanes of standard construction.

To explain the mode of operation of my apparatus, it will be presumed that the aeroplane is in ordinary flight and that the socket 63 has been positioned upon the upper end of the aeroplane control stick. If the aeroplane tends to nose downwardly, weight 33 swings forwardly, and lever 61 is moved backwardly to pull back the control stick 63, thus raising the elevation rudder a sucent amount to bring the aeroplane back to level keel. Similarly if the aeroplane noses upwardly, weight 33 swings backwardly and the control stick is thus moved forwardly to de-A press the elevation rudder. If the aeroplane shifts to one side, weight 33 also swings to that side, and lever 61 is moved to force stick 63 in a direction to operate the ailerons or the other surfaces which control lateral stability, thus bringingthe aeroplane backto horizontal position. If the pilot desires to descend under automatic control, hand wheel 52 is operated to shift collar 38 and theuniversal joint 32 forwardly, thus moving the control stick to depress the elevating rudder while lever arm 31 still remains in a substantially vertical position. Likewise the pilot can take off under automatic control by operating hand wheel to Vshift the universal joint 32 rearwardly to raise the elevating rudder.

In making turns, weight 33 in some instances may not respond quickly enough to bank the plane to the proper angle. In this event the pilot can bank the plane quickly by applying manual force to frame 10, to shift this frame laterally upon the supporting rod 14. Such movement of the frame has the effect lof forcing over the control stickir.- respective of the weight 33. After the turn `.has been commenced, it can be completed under control of weight 33, by releasing the frame 10 and thus permitting it to return to neutral position.

I claim: Y 1. In an aeroplane control, a frame adapte to be secured to a relatively fixed support, a lever arm adapted to be moved laterally in any direction, a universal joint connected to said arm, said joint including a collar, a member carried by the frame slidably extended thru said collar, and means for shifting the l position of said collar on said member. 2. In an aeroplane control, a frame adapted to be secured to a relatively fixed support, 'a lever arm, automatic stability means connecte ed to said arm, a universal joint connected to said arm, said joint including a collar, a member incorporated in said frame and slidablyl extended thru said collar, a control shaft rotatably journaled to said frame, and means connecting said control shaft to said collar for shifting the position of the collar and. said shaft relative to the frame upon rotation of the shaft.

3. In an aeroplane control, alframe, sup-v port means for securing one portion of said frame to an aeroplane fuselage whereby said frame can be shiftedlaterally, andra single point support for supporting another portion lof said frame.

4. In an aeroplane control, a frame, support means for securingone portion of said frame to an aeroplane fuselage, said support means permitting lateral shifting of the frame, stability control means carried by said frame, a support rod having a pivotal connection with another portion of vthe frame,

and means for pivotally connecting said rod to an aeroplane fuselage. Y

5. In an aeroplane control, a substantially triangular frame, means for slidably supporting one side of said frame, means for supportin the apex of the fra-me which is remote from said side, and aeroplane control means carried by said frame.

6. In an aeroplane control, a substan- 4g, Vtially triangular frame, means for supporting said frame adjacent the apexes thereof,

a universal joint movably supported by the frame Within the sides thereof, and a stability controlling arm secured to said joint. In testimony whereof, I have hereunto set my hand.

ALBERT BERTRAM WILLETT. 

